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Interstate 15 INTERSTATE 15 CORRIDOR SYSTEM MANAGEMENT PLAN 2012 30, on July archived 10-50249 No. v. Valdes-Vega, U.S. FINAL - January 2009 This page is intentionally blank. 30, 2012 on July archived 10-50249 No. v. Valdes-Vega, U.S. Acknowledgements Many individuals aided in the preparation of material contained in the I-15 Corridor System Management Plan: Caltrans District 11 Pedro Orso-Delgado, District Director Bill Figge, Deputy District Director – Planning William Valle, Chief Deputy – Maintanence and Operations Joe Hull, Deputy District Director – Traffic Operations Mike McManus, Deputy District Director – Maintanence Christine Antoine, Associate Transportation Planner Sandro Bermudez, Transportation Engineer Connery Cepeda, Transportation Planner Gerard Chadergian, Senior Transportation Engineer Stacy Cottrell, Assistant Information Officer Seth Cutter, Transportation Planner Kimberly Dodson, Transportation Planner Lawrence Emerson, Senior Transportation Engineer Kelly Finn, Senior Environmental Planner 2012 Brian Hadley, Senior Transportation Engineer 30, on July Shirley Hautanen, Associate Transportation Planner archived John Hood, Graphic Designer II 10-50249 Douglas Hooper, Transportation EngineerNo. Bob James, Associate Transportation Planner v. Valdes-Vega, Barbara Kent, ResearchU.S. Program Specialist II (GIS) Jose Marquez, Transportation Planner Victor Mercado, Transportation Engineer Bruce Pastor, Associate Transportation Planner Brian Pecus, Senior Transportation Electrical Engineer Andrew Rice, Senior Transportation Surveyor Michael Roy, Transportation Planner Teresa Salazar, Graphic Designer II Chris Schmidt, Senior Transportation Planner David Stebbins, Senior Transportation Engineer Debra Stout, Senior Transportation Planner Kim Sturmer, Associate Transportation Planner Dennis Thompson, Associate Transportation Planner Aly Wayne, Transportation Planner San Diego Association of Governments Alex Estrella, Senior Transportation Planner Craig Scott, TransNet Project Manager Stephan Vance, Senior Transportation Planner 30, 2012 on July archived 10-50249 No. v. Valdes-Vega, U.S. 30, 2012 on July archived 10-50249 No. v. Valdes-Vega, U.S. 30, 2012 on July archived 10-50249 No. v. Valdes-Vega, U.S. 30, 2012 on July archived 10-50249 No. v. Valdes-Vega, U.S. 30, 2012 on July archived 10-50249 No. v. Valdes-Vega, U.S. INTERSTATE 15 CORRIDOR SYSTEM MANAGEMENT PLAN (CSMP) EXECUTIVE SUMMARY The purpose of the Corridor System Management Plan (CSMP) for Interstate 15 (I-15) is to provide a comprehensive strategy for managing, operating, and improving the I-15 corridor, as well as to provide a timeframe for prioritizing improvements and resources based on current and future performance. The CSMP utilizes a multi-disciplinary, multi-functional approach to coordinate and synthesize information. Coordination efforts include many functional areas within the District, including but not limited to Planning, Traffic Operations, Maintenance, and Program Management. These efforts also extend to the local jurisdictions and the County, as well as to the San Diego Association of Governments (SANDAG), the region’s Metropolitan Planning Organization (MPO). Three separate documents bundled together constitute the I-15 CSMP: the I-15 System Management Plan (SMP), the I-15 Managed Lanes Operations (MLOPS) Plan, and the I-15 Managed Lanes Traffic Incident Management (TIM) Plan. The latter two documents were approved by the California Transportation Commission (CTC) in April 2007, allowing the I-15 Middle Segment project to move forward. 30, 2012 July The I-15 corridor for this CSMP is defined as I-15 from State Routon e 78 (SR-78) to Interstate 8 (I- 8), State Route 15 (SR-15) from I-8 to State Routearchived 94 (SR-94), and SR-94 from SR-15 to 10-50249 Interstate 5 (I-5), along with adjacent majorNo. parallel arterials and other modal systems (Figure i). These limits are the logical termini for this CSMP based on route and traveler characteristics. For discussion purposes,v. Valdes-Vega,I-15/SR-15 will be identified as I-15 for the rest of this report. U.S. Figure i. Corridor Limits for I-15 Corridor Management Plan - ES-1 - I-15 System Management Plan (SMP) The I-15 SMP identifies the characteristics of the corridor. This includes but is not limited to demographics, existing corridor facilities, current and future corridor performance, corridor management strategies, and planned improvements to the facility. The development of the I-15 SMP is based on Strategic Growth Planning, the premise that investments in mobility throughout the system yield significant improvements in congestion relief and system management, which focuses on a coordinated and integrated operation of all elements of the transportation system (productivity, mobility, reliability, accessibility, safety, and preservation) with the intention of maximizing performance. The Strategic Growth Concept Pyramid outlines the strategies used to achieve reduced congestion (Figure ii); each level of the Pyramid is discussed in the SMP. Figure ii. Strategic Growth Concept Pyramid 30, 2012 on July archived 10-50249 Within the SMP project limits, I-15 is anNo. eight to ten-lane freeway with auxiliary/added lanes at various locations. A reversiblev. Valdes-Vega, High Occupany Vehicle (HOV) lane facility was constructed in the median of I-15U.S. between State Route 163 (SR-163) and State Route 56 (SR-56) and was opened to traffic in October 1988. While there are no continuous arterial routes parallel to I-15, several intermittent arterials provide a north-south alternative to travel in the corridor, including Centre City Parkway, Bear Valley Parkway, Pomerado Road, Black Mountain Road, and Kearny Villa Road. The I-15 corridor also encompasses alternative modes of transportation, including transit and bikeways. The Metropolitan Transit System (MTS) operates express bus services along the I-15 corridor. Greyhound also provides intercity bus service, with a major stop in Escondido, before continuing north into Riverside County. Currently within the corridor, north-south bicycle travel is primarily on parallel arterials, except for a two-mile stretch on I-15 from Pomerado Road/West Bernardo Drive north across the Lake Hodges Bridge to Via Rancho Parkway, and from Via Rancho Parkway north to Centre City Parkway. There are presently 24 park-and-ride (P&R) lots maintained by Caltrans near or adjacent to I-15, with a total of 1,919 spaces. As of November 2006, 547 vanpools participate in the SANDAG RideLink vanpool program that operates on the I-15 Corridor, of which 236 (43%) commute from Riverside County. I-15 currently suffers from severe congestion, affecting commuters, businesses, and inter- regional goods movement. Traffic along the corridor is subject to lengthy freeway queues that, on average, add 30 to 45 minutes to a typical weekday commute. Furthermore, due to the lack of - ES-2 - continuous arterial parallel routes or high-speed transit service, I-15 traffic is subject to additional delay during rainy conditions, incidents, and special events. Current annual average daily traffic (AADT) along the corridor is 290,000 vehicles per day, and is expected to approach 410,000 vehicles per day by 2030. During peak periods, the traffic mix includes 15-20% carpoolers, and a 60/40 directional split, with traffic demand higher on southbound I-15 in the AM peak period and on northbound I-15 in the PM peak period. Accident data indicates that there are 16 locations on northbound I-15 and 9 locations on southbound I-15 that had accident concentrations between 2001 and 2005. Analyses of accident data suggest that accidents are caused not by deficiencies of the freeway, but by congestion from excessive demand. Projected population and employment growth in the San Diego region will result in additional travel demand on the I-15 corridor. In particular, growth along the I-15 corridor from Escondido to Riverside County is expected to be higher than the San Diego regional average. The SMP lists SANDAG estimates for 2006 in population and housing, and ethnic composition for cities along the I-15 corridor, excluding unincorporated areas. SANDAG forecasts for 2030 show an increase in population, housing, and employment for these cities. The I-15 SMP outlines a variety of strategies to maximize mobility, including the region’s Regional Transportation Plan (RTP), Regional Comprehensive Plan (RCP), Smart Growth, Intelligent Transportation Systems (ITS), and the I-15 Interregional Partnership (IRP)’s Strategic Plan. Strategic growth forms the basis for the proposed transportation improvements and system 30, 2012 management in the I-15 Corridor. This system management approachJuly focuses on a coordinated and integrated operation of all elements of the transportation syonstem to maximize performance archived (productivity, mobility, reliability, accessibility, safety, and preservation). The transportation 10-50249 network is managed for its highest efficiency,No. coordinating across all modes, jurisdictions, and functions. Commitments identified in the 2007 RTP and used in the development of future v. Valdes-Vega, management improvementU.S. strategies for the I-15 Corridor include maintaining air quality standards, complying with the principles of environmental justice, and integrating transit/HOV use. For system monitoring and evaluation, the I-15 SMP utilizes the Freeway Performance Measurement System (PeMS), a traffic data collection, processing, and analysis tool created as a joint effort by Caltrans, the University
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